Electric Power Steering Unit With Offset Link Mechanism

ABSTRACT

Disclosed is a vehicle including a steering wheel arranged offset toward one side in a vehicle body right/left direction, and an electric power steering unit. The electric power steering unit includes a link mechanism operably connected to the steering wheel and extending from a right/left center side of the steering wheel toward a vehicle body right/left center side to be operably connected to a wheel side, an assist device for the link mechanism, a control lever arranged adjacent the vehicle body right/left center in the vicinity of the steering wheel, a rotation shaft operably connected to the control lever to be rotated about a right/left axis that extends in the vehicle body right/left direction, and a control cable operably connected to the rotation shaft. A base end portion of the control cable is more offset toward the one side than the assist device.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a divisional of U.S. patent application Ser. No.15/165,005, filed on May 26, 2016, which claims priority to JapanesePatent Application Nos. 2015-133948 filed Jul. 2, 2015 and 2015-135510filed Jul. 6, 2015, the disclosures of which are hereby incorporated intheir entirety by reference.

BACKGROUND OF THE INVENTION 1. Field of the Invention

The present invention relates to a vehicle, and in particular to a workvehicle.

2. Description of the Related Art (1) First Related Art

An example of art related to a vehicle is disclosed in JP 2012-011800 A.This vehicle includes: a steering wheel for performing steeringoperations and arranged offset toward one side in the right/leftdirection of the vehicle relative to the right/left center of thevehicle; and a hydraulic power steering unit operable to assistoperation of the steering wheel. The hydraulic power steering unitincludes: a hydraulic controller that is arranged directly under thesteering wheel; and hydraulic hoses (“pump-side hydraulic hose” and“cylinder-side hydraulic hose” in JP 2012-011800 A) that extend downwardfrom the hydraulic controller.

However, with this hydraulic power steering unit, driving is performedusing hydraulic fluid, and thus there are disadvantages such as thatthere is a risk of fluid leaking from the hydraulic hoses, andmaintenance is not very favorable. In order to avoid such disadvantages,consideration has been given to employing an electric power steeringunit that does not use hydraulic fluid, instead of a hydraulic powersteering unit.

However, an electric power steering unit has a very different basicstructure from a hydraulic power steering unit, and therefore if thearrangement of the operation system in the hydraulic power steering unitis used as-is when employing an electric power steering unit, there is arisk that the electric power steering unit and the operation system willinterfere with each other.

In light of this, there is need for the provision of a vehicle in whichan electric power steering unit can be favorably arranged in a state inwhich interference with the operation system is avoided.

(2) Second Related Art

An example of art related to a connector device that includes aprotective structure is disclosed in JP 2012-117384 A. The structuredisclosed in JP 2012-117384 A includes a harness (“harness assembly” inJP 2012-117384 A) that has a connector portion (“harness connector” inJP 2012-117384 A).

However, the connector portion of the harness is exposed, and theconnector portion is not sufficiently protected against heat, water andthe like. In the case of providing protection for such a connectorportion, it is common to use a cover that is specially molded to matchthe shape of the connector portion, and this has led to a rise inproduction cost.

In light of this, there is need for a connector device that has a lowproduction cost and can favorably protect the connector portion. Thereis also desire for a work vehicle that includes such a connector device.

SUMMARY OF THE INVENTION

(1) In light of the “First Related Art”, the following is provided inthe present invention.

A vehicle comprising:

a steering wheel arranged offset toward one side in a vehicle bodyright/left direction relative to a vehicle body right/left center; and

an electric power steering unit operable to assist operation of thesteering wheel, the electric power steering unit including:

-   -   a link mechanism operably connected to the steering wheel, the        link mechanism extending from a right/left center side of the        steering wheel toward a vehicle body right/left center side to        be operably connected to a wheel side,    -   an assist device operable to supply assistive motive power to        the link mechanism in accordance with operation of the steering        wheel,    -   a control lever arranged adjacent the vehicle body right/left        center in a vicinity of the steering wheel,    -   a rotation shaft operably connected to the control lever to be        rotatable about a right/left axis that extends in the vehicle        body right/left direction, and    -   a control cable operably connected to the rotation shaft, a base        end portion of the control cable being more offset toward the        one side in the vehicle body right/left direction than the        assist device.

According to this configuration, assistive motive power is supplied bythe assist device to the link mechanism that is operably connected tothe steering wheel and also operably connected to the wheel side,whereby the electric power steering unit assists operation of thesteering wheel. The link mechanism extends from the right/left centerside of the steering wheel toward the vehicle body right/left centerside, and the control lever is arranged adjacent the vehicle bodyright/left center in the vicinity of the steering wheel. In other words,the control lever is arranged on the same side of the steering wheel asthe side on which the link mechanism extends from the steering wheel.For this reason, if the control cable operably connected to the controllever is arranged so as to extend directly under the control lever,there is a risk of the control cable interfering with the assist devicethat supplies assistive motive power to the link mechanism.

However, the rotation shaft operable to rotate about the right/left axisthat extends in the vehicle body right/left direction is operablyconnected to the control lever; and the control cable is operablyconnected to that rotation shaft. And, the base end portion of thecontrol cable is more offset toward the one side in the vehicle bodyright/left direction than the assist device. Accordingly, the controlcable is located at a position distant from the assist device, andinterference is not likely to occur between the control cable and theassist device.

Accordingly, the electric power steering unit can be favorably arranged,while avoiding interference with the operation system.

In a preferred embodiment, the rotation shaft extends in the vehiclebody right/left direction across the link mechanism in a vicinity of thelink mechanism.

According to this configuration, the rotation shaft operably connectedto the control lever extends laterally in the vicinity of the linkmechanism of the electric power steering unit. Therefore, the base endportion of the control cable that is operably connected to the rotationshaft is located on the side opposite to the side on which the linkmechanism extends from the steering wheel. Thus, it is possible to avoidinterference between the control cable and the link mechanism.

In a preferred embodiment, the vehicle further comprises a frame bodythat rotatably supports the rotation shaft, the link mechanism beingarranged to pass through a space between the rotation shaft and theframe body.

According to this configuration, the rotation shaft operably connectedto the control lever is supported by the frame body, and a gap or spaceis formed between the rotation shaft and the frame body. This gapprovides a space for extending the link mechanism of the electric powersteering unit there through. Accordingly, it is possible to achieve acompact arrangement in which interference is avoided between therotation shaft operably connected to the control lever, and the linkmechanism of the electric power steering unit.

In a preferred embodiment, the vehicle further comprises a rack andpinion mechanism that is linked to the link mechanism and is operablyconnected to an axle of the vehicle, the control cable passing through aspace rearward of the rack and pinion mechanism.

According to this configuration, the control cable is arranged so as topass through a location rearward of the rack and pinion mechanism, andtherefore it is possible to favorably avoid interference between thecontrol cable and the rack and pinion mechanism.

In a preferred embodiment, the link mechanism includes a plurality oflink members that are operably connected via a universal joint,

the plurality of link members include a first link member that isoperably connected to a rotation operation shaft of the steering wheel,and a second link member that is operably connected to a lower endportion side of the first link member, and

the assist device is located below the first link member and isconfigured to supply assistive motive power to the second link member.

According to this configuration, in the electric power steering unit,assistive motive power is supplied by the assist device to the secondlink member that is operably connected to the lower end portion side ofthe first link member. Also, the entirety of the link mechanism extendsfrom the right/left center side of the steering wheel toward the vehiclebody right/left center side, and therefore the assist device can bearranged more distant from the control cable that is linked to thecontrol lever, compared to the case in which assistive motive power issupplied by the assist device to the first link member. For this reason,it is possible to favorably avoid interference between the assist deviceand the control cable.

In a preferred embodiment, the assist device includes an electric motorand a control device that controls the electric motor, and

the electric motor and the control device are arranged on a side of thelink mechanism that is opposite to the control cable.

According to this configuration, the electric motor and the controldevice of the assist device are arranged on the side of the linkmechanism that is opposite to the control cable operably connected tothe control lever, and therefore it is possible to prevent the controlcable from interfering with the electric motor and the control device.

In a preferred embodiment, the vehicle further comprises:

a front hood;

a driver panel located rearward of the front hood, the control devicebeing arranged under the driver panel; and

a cover that covers the control device.

This configuration has advantages such as the following. There is a riskof water and the like intruding into the region under the front hood dueto mud spattering and the like during traveling of the traveling vehiclebody. The control device of the assist device is arranged in this regionunder the front hood. However, the control device is covered with thecover, and therefore it is possible to prevent water and the like fromcoming into contact with the control device.

(2) In light of the “Second Related Art”, the following is provided inthe present invention.

A connector device comprising:

a harness, the harness having an electrical wire portion mostly coveredwith a sheath member, and a connector portion formed at a tip end of aportion of the electrical wire portion that is not covered with thesheath member;

a protective member that covers an outer peripheral side of theconnector portion, and has heat resistance and flexibility;

an abutting portion in which portions of the protective member on asheath member side are caused to abut against each other while forming ashortcut; and

a fixing member that fixes the abutting portion to the sheath member.

According to this configuration, the outer peripheral side of theconnector portion is covered with the tubular protective member that hasheat resistance, and therefore it is possible to favorably protect theconnector portion from heat, water and the like. Moreover, due to havingheat resistance, the protective member does not deform due to heat likea heat-shrinking tube does, and can be used without problems even in ahigh-temperature environment. Also, due to having heat resistance, theprotective member is not likely to undergo degradation such as whiteningdue to the influence of heat or the like. Furthermore, the abuttingportion of the protective member, in which portions of the protectivemember on the sheath member side are caused to abut against each otherwhile forming a shortcut, is fixed to the sheath member by the fixingmember. For this reason, the protective member can be produced withlittle labor and with use of a general-purpose member operable to beobtained inexpensively, and it is possible to avoid a rise in productioncost that occurs in the case of using a cover that is specially moldedto match the shape of the connector portion.

Accordingly, the production cost is low, and it is possible to favorablyprotect the connector portion.

In a preferred embodiment, the abutting portion is formed by folding aportion of the protective member on the sheath member side.

According to this configuration, a portion of the protective member onthe sheath member side is folded so as to cause portions thereof to abutagainst each other while forming a shortcut, and the thus-obtainedabutting portion is fixed to the sheath member by the fixing member. Forthis reason, there is no need for special processing such as providing acutout in the protective member, the number of production steps is low,and the amount of production labor can be reduced.

In a preferred embodiment, the protective member is constituted by acylindrical member.

According to this configuration, the protective member is constituted bya cylindrical member that has heat resistance and flexibility, and thisprotective member can be obtained more inexpensively than a protectivemember that is constituted by a member that has heat resistance andflexibility and has a non-cylindrical shape such as a quadrangular tubeshape. For this reason, it is possible to suppress production expense.

In a preferred embodiment, the fixing member is constituted by adhesivetape that has heat resistance and flexibility.

According to this configuration, fixing by adhesive tape can be easilyundone by merely peeling off the adhesive tape, unlike the case offixing by welding. For this reason, in the case where the protectivemember needs to be replaced, the protective member can be easilyreplaced by removing and attaching the adhesive tape. Also, by usingadhesive tape that has heat resistance, it is possible to make itunlikely for the adhesive tape to undergo degradation due to heat or thelike.

The present invention is also directed to a work vehicle in which aconnector device having any of the above configurations is provided at alocation in the vicinity of the engine. This has advantages such as thefollowing.

The vicinity of the engine is an environment that is likely to beexposed to heat from the engine and water during vehicle washing or thelike. By applying the connector device of the present invention in suchan environment, it is possible to realize a high level of quality inwhich inconveniences such as failure of the electrical system are notlikely to occur, and it is possible to suppress the overall productioncost.

Other features and advantageous effects exhibited by such features willbecome apparent from a reading of the following description withreference to the accompanying drawings.

BRIEF DESCRIPTION OF THE D WINGS

FIG. 1 is a left side view of a multipurpose vehicle (utility vehicle).

FIG. 2 is a plan view of the multipurpose vehicle.

FIG. 3 is a plan view of a region including an electric power steeringunit.

FIG. 4 is a rear view of the region including the electric powersteering unit.

FIG. 5 is a view in vertical section of the region including theelectric power steering unit, as seen from the left side.

FIG. 6 is a view in vertical section of the region including theelectric power steering unit, as seen from the right side.

FIG. 7 is a perspective view of a region including a control device.

FIG. 8 is a perspective view of a region including a parking lever.

FIG. 9 is a perspective view showing a protective member fitted around aconnector portion.

FIG. 10 is a perspective view showing a state in which the protectivemember has been folded.

FIG. 11 is a perspective view showing the protective member fixed by afixing member.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

An embodiment of the present invention will be described hereinafterwith reference to FIGS. 1 to 11:

Overall Configuration

With reference to FIGS. 1 and 2, an illustrated multipurpose vehicle(utility vehicle—an example of a “vehicle” or a “work vehicle”) is usedfor various applications such as load transportation and recreation. Themultipurpose vehicle includes: a pair of right and left front wheels 11(one example of a “wheel”) that are steerable and drivable; a pair ofright and left rear wheels 12 that are drivable; and a traveling vehiclebody operable to travel using the right and left front wheels 11 and theright and left rear wheels 12. A driver section 13 is provided in afore/aft intermediate portion of the traveling vehicle body. A loadingplatform 14 is provided rearward of the driver section 13 in thetraveling vehicle body. A motor section 16 having an engine 15, etc. isprovided below the loading platform 14 in the traveling vehicle body.

The driver section 13 includes: a driver seat 17 on which an operatorsits; a passenger seat 18 that is arranged laterally adjacent to thedriver seat 17 and on which a passenger can sit; a boarding step 19 thatserves as a foothold; a driver panel 20 provided with various types ofdevices and instruments, etc. The driver section 13 also includes, eachas an operational component, a steering wheel 21 for performing steeringoperations; a speed change lever 22 (one example of an “control lever”)for performing speed change operations; an electric power steering unit23 operable to assist operation of the steering wheel 21; a tilt lever24 for changing the angular orientation of the steering wheel 21; aparking brake 25 that is arranged adjacent to the driver seat 17 on theside remote from the passenger seat 18, etc. Each of the steering wheel21 and the speed change lever 22 extends through the driver panel 20.

An openable/closable front hood (front lid) 26 is provided in front ofthe driver section 13. As shown in FIGS. 1, 5, and 6, a radiator 27 forcooling a coolant for the engine 15 is arranged under the front hood 26.A fan (not shown) and a fan shroud 28 that covers the fan are providedrearward of the radiator 27. By driving the fan, outside air is suckedin through an air vent portion 29 formed in the front hood 26, and thusthe radiator 27 is cooled. A radiator cover 30 is supported rearward ofthe radiator 27. The radiator cover 30 is configured to prevent the airthat cooled the radiator 27 from flowing toward the driver section 13.

As shown in FIGS. 1 and 2, the driver section 13 is surrounded by aprotection framework 31 to protect the driver section 13. The protectionframework 31 includes: a pair of right and left upper frames 32 that areshaped as an upside-down “U” in a side view; and a pair of right andleft lower frames 33 that are shaped as a “U” in a side view. The upperframes 32 and the lower frames 33 are each constituted by a pipe frame.The protection framework 31 further includes: a lateral upper frontframe 35 interconnecting the front upper portions of the right and leftupper frames 32; a lateral upper rear frame 34 interconnecting the rearupper portions of the right and left upper frames 32; front joiningmembers 36 that join the forward lower end portions of the upper frames32 to the forward upper end portions of the lower frames 33,respectively; and rear joining members 38 that join the rearward lowerend portions of the upper frames 32 to the rearward upper end portionsof the lower frames 33, respectively. Rearward of the driver seat 17 andbetween the right and left upper frames 32, there are provided avertical window member 39 having surfaces thereof facing forward andrearward, and a vertical protection panel 40 having surfaces thereoffacing forward and rearward. A lateral frame 41 constituted by a lateralpipe frame is provided so as to span the lower end portions of the rightand left rear joining members 38. Further, a lateral frame 42 (see FIGS.4 to 6) extends in the vehicle lateral direction for interconnecting theright and left front joining members 36 as shown in FIG. 2. The lateralframe 42 is located under the driver panel 20.

The loading platform 14 shown in FIGS. 1 and 2 is switchable between aloading state in which a load can be placed on the loading platform 14,and a dumping state in which the load can be discharged. By swinging theloading platform 14 about a lateral axis, the loading platform 14 canraise its front end portion and enter the dumping state in which theload can be discharged from the rear end portion side. The state of theloading platform 14 can be changed by driving a hydraulic actuator, forexample.

In the present embodiment, “one side in the vehicle body right/leftdirection” corresponds to the left side of the vehicle, and “other sidein the vehicle body right/left direction” corresponds to the right sideof the vehicle.

As shown in FIG. 2, the motor section 16 includes: the engine 15; abelt-type stepless transmission 44 that is housed in a housing body 43;and a gear-type transmission 46 that is housed in a transmission case45. As understood from FIG. 2, motive power from the engine 15 isinputted to the belt-type stepless transmission 44 and steplesslyincreased/decreased in accordance with the rotation speed of the engine15. Motive power from the belt-type stepless transmission 44 is thenoutputted to the gear-type transmission 46. In accordance with anoperation acting on the speed change lever 22, the gear-typetransmission 46 can realize a forward travel state (forward first speedstate and forward second speed state) in which motive power inputtedfrom the belt-type stepless transmission 44 is converted into forwardtravel motive power and then outputted; a rearward travel state in whichmotive power inputted from the belt-type stepless transmission 44 isconverted into rearward travel motive power and then outputted; and aneutral state in which motive power inputted from the belt-type steplesstransmission 44 is not transmitted. The motive power from the gear-typetransmission 46 is transmitted to a rear axle 47, and then transmittedfrom the rear axle 47 to the right and left rear wheels 12. Also, themotive power from the gear-type transmission 46 is transmitted to afront axle 50 via a power takeoff shaft 48, a propeller shaft 49, etc.,and can be transmitted from the front axle 50 to the right and leftfront wheels 11. The power takeoff shaft 48 is located below the engine15. When a clutch mechanism (not shown) provided in the gear-typetransmission 46 is set to the disengaged state, a two-wheel drive stateis realized in which motive power is transmitted to only the right andleft rear wheels 12, and motive power is not transmitted to the rightand left front wheels 11. On the other hand, when the clutch mechanism(not shown) is set to the engaged state, a four-wheel drive state isrealized in which motive power is transmitted to the right and left rearwheels 12, as well as the right and left front wheels 11.

As shown in FIGS. 2 to 4, the steering wheel 21 is arranged offsettoward one side (the vehicle left side in this embodiment) relative to avehicle body right/left center C1. The steering wheel 21 is rotatablysupported by a steering frame 51. The steering frame 51 is supported bya frame body 52, which is in turn supported by the lateral frame 42adjacent the vehicle frame.

As shown in FIGS. 3 and 4, etc., the frame body 52 includes: a joiningsupport portion 52A that is joined to and supported by the lateral frame42; a pair of steering support portions 52B; a pair of rotation shaftsupport portions 52C; a motor support portion 52D; a guide supportportion 52E, etc. Each of the pair of steering support portions 52B, thepair of rotation shaft support portions 52C, the motor support portion52D and the guide support portion 52E is supported by the joiningsupport portion 52A. The steering frame 51 is supported by the pair ofsteering support portions 52B to be pivotable about a laterally orientedpivot axis X2 relative to the pair of steering support portions 52B.

As shown in FIGS. 2 to 4, the tilt lever 24 is provided on the left sideof the steering frame 51. By moving the tilt lever 24 to a lockposition, it is possible to set a locked state in which extension andretraction of a hydraulic pressure cylinder 53 is prevented, and theorientation of the steering wheel 21 is fixed. Also, by moving the tiltlever 24 to an unlock position, it is possible to set an unlocked statein which extension and retraction of the hydraulic pressure cylinder 53is allowed, and the steering wheel 21 is pivotable about the lateralpivot axis X2 to change the orientation thereof. In this way, byoperating the tilt lever 24, the steering wheel 21 is pivoted about thelateral pivot axis X2 to change the orientation thereof, and thus changethe steering wheel 21 to a desired angular orientation.

As shown in FIGS. 2 to 4, the speed change lever 22 is provided on theleft side of the steering frame 51. A guide member 54 for guiding thespeed change lever 22 is supported by the guide support portion 52E ofthe frame body 52.

Electric Power Steering Unit

With reference to FIGS. 3 to 6, etc., the electric power steering unit23 has a so-called column assist type of configuration. The electricpower steering unit 23 includes a link mechanism 55 and an assist device56. The assist device 56 includes: an electric motor 57 that is drivenby electric power from a battery (not shown) or the like; a speedreducer mechanism 57A that reduces the speed of output from the electricmotor 57; and a control device 58 that controls the electric motor 57.The control device 58 comprises an ECU (Electronic Control Unit). Theelectric motor 57 and the speed reducer mechanism 57A are supported bythe motor support portion 52D of the frame body 52. The control device58 is supported by the lateral frame 42.

The link mechanism 55 is operably connected to the steering wheel 21,and extends from a right/left center C2 side of the steering wheel 21toward the vehicle body right/left center C1 side, to be operablyconnected to the front wheel 11 side. The link mechanism 55 is operablyconnected to a rotation operation shaft 59 of the steering wheel 21 viaa universal joint 60.

The link mechanism 55 includes a plurality of link members that areoperably connected to one another via the universal joint 60. The linkmembers include: a first link member 61 that is operably connected tothe rotation operation shaft 59 of the steering wheel 21; a second linkmember 62 that is operably connected to the lower end portion side ofthe first link member 61; and a third link member 63 that is operablyconnected to the lower end portion side of the second link member 62.The third link member 63 is operably connected to a rack and pinionmechanism 66. The first link member 61 and the second link member 62 areoperably connected to each other via the universal joint 60. The secondlink member 62 and the third link member 63 are operably connected toeach other via the universal joint 60.

The second link member 62 includes a steering-side rotation shaft 64 anda rack-side rotation shaft 65. The steering-side rotation shaft 64 isrotated in response to a rotation operation of the steering wheel 21.Also, the rack-side rotation shaft 65 is rotated under the drive forceof the electric motor 57 in accordance with a rotation operation of thesteering-side rotation shaft 64. Motive power is outputted to thesteering-side rotation shaft 64 after the speed of output from theelectric motor 57 is reduced by the speed reducer mechanism 57A.

As shown in FIGS. 3 to 6 and the like, the rack and pinion mechanism 66is linked to the link mechanism 55, and is operably connected to thefront axle 50 (one example of an “axle”) that drives the front wheels11.

In other words, the steering wheel 21 is mechanically connected to therack and pinion mechanism 66 via the link mechanism 55.

As shown in FIGS. 3 and 4, with respect to the vehicle body right/leftdirection, the right/left center of the rack and pinion mechanism 66 islocated at approximately the same position as the vehicle bodyright/left center C1.

As shown in FIGS. 4, 5, etc., the rack and pinion mechanism 66 includes:a pinion gear portion 67 that operates in unison with the third linkmember 63; a rack portion 68 that is meshed with the pinion gear portion67; and rack bars 69 that extend to the right and left from the rackportion 68. Knuckle arms 70 fixed to the front wheels 11 are operablyconnected to the respective outer end portions of the rack bars 69 to berotatable relative thereto. The rack portion 68 is driven by operationof the pinion gear portion 67, and thus the rack bars 69 move in thevehicle body right/left direction. In response to movement of the rackbars 69, the knuckle arms 70 are pivoted to change the steering angle ofthe front wheels 11, respectively.

The assist device 56 is located downward of the first link member 61,and is configured to supply assistive motive power to the second linkmember 62. The assist device 56 is operable to supply assistive motivepower to the link mechanism 55 in accordance with operation of thesteering wheel 21. More specifically, a rotation operation amount and arotation operation speed of the steering-side rotation shaft 64 of thesecond link member 62 are detected by a rotation sensor 71, which isconstituted by a potentiometer. Based on the information detected by therotation sensor 71, the control device 58 calculates an assist amount,and drives the electric motor 57 in accordance with the calculatedassist amount. Then, the rack-side rotation shaft 65 is rotated underthe motive power that has been subjected to speed reduction by the speedreducer mechanism 57A.

Speed Change Lever

As shown in FIGS. 3, 4, etc., the speed change lever 22 is arranged onthe right side of the steering wheel 21. Specifically, the speed changelever 22 is arranged adjacent the vehicle body right/left center C1 inthe vicinity of the steering wheel 21. In other words, the speed changelever 22 and the tilt lever 24 are distributed and arranged on the rightand left sides, respectively, across the right/left center C2 of thesteering wheel 21.

As shown in FIGS. 4 to 6, etc., a rotation shaft 72 is operablyconnected to the swing base end portion of the speed change lever 22.The rotation shaft 72 is constituted by a pipe member that has acircular cross-section. The right end portion side of the rotation shaft72 is operably connected to the pivot base end portion of the speedchange lever 22. The rotation shaft 72 is rotatably supported at bothends to the pair of rotation shaft support portions 52C of the framebody 52. The rotation shaft 72 is operably connected to the speed changelever 22, and is rotatable about a right/left axis X1 that extends inthe vehicle body right/left direction. A control cable 73 is provided onthe left end portion side of the rotation shaft 72.

As shown in FIG. 4, a base end portion 74 of the control cable 73 isoperably connected to the left end portion side of the rotation shaft72. The control cable 73 is linked to the gear-type transmission 46 inthe transmission case 45. The control cable 73 is arranged to passthrough a space rearward of the rack and pinion mechanism 66. The baseend portion 74 of the control cable 73 is more offset toward the vehicleleft side than the assist device 56 in the vehicle body right/leftdirection.

As shown in FIG. 4, the first link member 61 of the link mechanism 55 isarranged to pass through a space between the rotation shaft 72 and thejoining support portion 52A of the frame body 52.

As shown in FIGS. 4 and 5, when the speed change lever 22 pivots aboutthe right/left axis X1, the rotation shaft 72 rotates about theright/left axis X1, and a pivot link 75, which is joined to the rotationshaft 72, is pivoted. Then, the control cable 73 is pushed/pulled by thepivot link 75, and thus speed change operations of the gear-typetransmission 46 are performed. The control cable 73 is arranged so as topass below the driver section 13 and arrive at the gear-typetransmission 46.

Relationship Between Electric Power Steering Unit and Speed Change Lever

As shown in FIG. 4, the rotation shaft 72, which is operably connectedto the speed change lever 22, is arranged so as to extend laterally inthe vicinity of the first link member 61 of the link mechanism 55. Theelectric motor 57 and the control device 58 are arranged on the side ofthe link mechanism 55 that is opposite to the control cable 73.

Arrangement of Control Device

As shown in FIG. 6, the control device 58 is arranged under the driverpanel 20, which is located rearward of the front hood 26. As shown inFIG. 7, etc., a cover 76 is provided so as to cover the control device58. As shown in FIG. 6, the control device 58 is arranged so as to berearward of the radiator cover 30 and forward of the driver panel 20.The radiator cover 30 prevents air, that have cooled the radiator 27,from flowing to the control device 58 side, so that water being splashedfrom ahead is blocked by the radiator cover 30 to prevent such waterfrom coming into contact with the control device 58. Also, the driverpanel 20 prevents the intrusion of water and the like from the driversection 13 side to the control device 58 side.

Control Device Cover

As shown in FIG. 7, the control device 58 is attached to a support stay77 by bolt-connection or the like. The cover 76 formed of resin and asealing member 79 formed of rubber are attached to the support stay 77.With the cover 76 and the sealing member 79 attached to the support stay77, the lateral sides, upper side and rear side of the control device 58are shielded with the cover 76, while the lower side of the controldevice 58 is blocked by the sealing member 79.

Procedures for attaching the cover 76 will be described below.

First, the upper end portion of the support stay 77, to which thecontrol device 58 is attached, is fixed by welding to the lateral frame42, thus positioning the support stay 77. Next, electrical wire portions81, which are to be connected to the control device 58 for transmittingelectrical signals and electric power to the control device 58, aretucked into slit portions 80 of the sealing member 79. Each slit portion80 has a slit 80A extending and opened to the edge portion of thesealing member 79; and a hole portion 80B whose diameter conforms to thediameter of the electrical wire portions 81. Then, the cover 76 isjoined to the support stay 77 with using fasteners 76A such as bolts,whereby the entirety of the control device 58 is covered with the cover76, the sealing member 79 and the support stay 77.

As shown in FIG. 7, a groove portion 83 is formed in the outerperipheral portion of the sealing member 79, and a fitting edge portion84, which is located at the lower end portion of the cover 76, is fittedinto the groove portion 83. Accordingly, while allowing exposure of theelectrical wire portions 81 to the outside of the cover 76, the outersides of the control device 58 can be covered without any gaps, so thatit is possible to avoid exposure of the control device 58 to water, thusmaking it possible to prevent internal shorting of the control device 58due to exposure to water.

Parking Brake

As shown in FIGS. 1 and 2, the parking brake 25 is arranged on one sideof the driver seat 17. As shown in FIG. 8, the parking brake 25 isjoined to and supported by a support bracket 85; and also a parkingswitch 25A is supported by the support bracket 85, to detect the ONstate of the parking brake 25. The parking brake 25, the support bracket85 and the parking switch 25A constitute an assembly 86 that has beenassembled in advance. Whereby, the parking brake 25 can be easilyassembled by attaching the support bracket 85 of the assembly 86 toassembly stays 87, which are provided on the lower frame 33, usingfasteners 88 such as bolts and nuts.

Connector Device

As shown in FIG. 11, a connector structure or connector device Cincludes a harness 111, a protective member 112 and a fixing member 113.

The harness 111 has a plurality of electrical wire portions 115 eachbeing mostly or substantially covered with a sheath member 114 formed ofa thick-walled insulating member; and a connector portion 116 that isformed at tip ends of portions of the electrical wire portions 115 thatare not covered with the sheath members 114. Each of the electrical wireportions 115 comprises an electrical wire operable to transmit electricpower or electrical signals, and a thin-walled insulating member thatcovers the outer circumferential side of the electrical wire. Theconnector portion 116 is configured to be joined to a connected portion118, to which a target device 117 is connected.

The protective member 112 has flexibility d heat resistance. Theprotective member 112 is attached to the harness 111 so as to cover theouter peripheral side of the connector portion 116. The protectivemember 112 is formed longer at least than exposed portions of theelectrical wire portions 115 in the tube axial direction. The protectivemember 112 is constituted by a cylindrical member, and more specificallyis constituted by a heat-resistant tube that has flexibility and heatresistance. The protective member 112 is forming by cutting acylindrical heat-resistant tube to an appropriate length depending onthe shape of the harness 111. By using such a heat-resistant tube as theprotective member 112, the connector portion 116 of the harness 111 canbe more favorably protected against heat, compared to the case where theprotective member 112 is a conventional polyvinyl chloride connectorcover that does not have heat resistance and is molded in accordancewith the shape of the connector portion 116 of the harness 111. Also, itis possible to prevent degradation of the protective member 112 due toheat, and furthermore realize a reduction in production cost. Forexample, a heat-resistant cross-linked vinyl tube for automobilesprovided by Yazaki Corporation (model number VOX 3×4; heat-resistant PVC(polyvinyl chloride) tube Ruined by electron beam crosslinking) can beused as such a heat-resistant tube, although this is not limitativethereto.

In an abutting portion 119 formed on the sheath member 114 side of theprotective member 112, end faces of portions of the protective member112 are caused to abut against each other while forming a shortcut. Theabutting portion 119 is formed by folding a portion of the protectivemember 112 on the sheath member 114 side. Accordingly, a diameter of theprotective member 112 becomes smaller as the protective member 112extends from the end portion on the connector portion 116 side towardthe end portion on the sheath member 114 side.

Also, the fixing member 113 fixes the abutting portion 119 of theprotective member 112 to the sheath member 114. The fixing member 113 isconstituted by adhesive tape that has heat resistance and flexibility.

Production Process

First, as shown in FIG. 9, the protective member 112 is placed at thetip end of the harness 111 so as to surround the tip end region of thesheath member 114, the exposed electrical wire portions 115 and theouter periphery of the connector portion 116.

Next, as shown in FIG. 10, a portion of the protective member 112 on thesheath member 114 side is bent and folded such that outercircumferential faces 120 of portions of the protective member 112 onthe sheath member 114 side may come into abutment against each other,thus forming the abutting portion 119.

Next, as shown in FIG. 11, the fixing member 113 is wrapped around theabutting portion 119 of the protective member 112 and the tip end of thesheath member 114, thus fixing the protective member 112 to the sheathmember 114 without any gaps formed between the abutting portion 119 andthe sheath member 114. Whereby, the protective member 112 covers andprotects the entirety of the exposed electrical wire portions 115, aboundary portion 121 between the exposed electrical wire portions 115and the connector portion 116, and the outer peripheral side of theconnector portion 116.

As shown in FIG. 11, when the connector portion 116 is joined to theconnected portion 118 of the target device 117, the outer peripheralside of a connection portion 122 between the connector portion 116 andthe connected portion 118 is covered with the protective member 112.Thus, it is possible to sufficiently protect the connector portion 116,the electrical wire portions 115, etc. against heat, water and the like.

The connector device C, in which the connector portion 116, etc. areprotected by such a protective member 112, can be favorably used in anenvironment where the connector device C may be exposed to water, heator the like.

Application of Connector Device to Multipurpose Vehicle

The above-described connector device C can be included in a multipurposevehicle V (one example of a “work vehicle”) such as that shown in FIG.4. The multipurpose vehicle V includes a traveling vehicle body operableto travel using the pair of right and left front wheels 11 and the pairof right and left rear wheels 12. The driver section 13 is provided inthe fore/aft intermediate region of the traveling vehicle body. Theloading platform 14 is provided in the rear region of the travelingvehicle body. A water-cooled gasoline engine (referred to hereinafter assimply the “engine 15”) is provided below the loading platform 14 in thetraveling vehicle body. The radiator 27 for cooling the engine 15 isarranged under the front hood 26 in the front region of the travelingvehicle body. An upper hose 137 and a lower hose 138 of the radiator 27pass below the driver section 13 and are connected to the engine 15. Theengine 15 includes a water temperature sensor 139 that detects the watertemperature of a coolant for cooling the engine 15, in the vicinity ofthe portion connected to the upper hose 137.

In the connector device C, this water temperature sensor 139 can beapplied as the target device 117, for example. The position where thewater temperature sensor 139 is arranged is a high-temperature region inthe vicinity of the engine 15. For this reason, the connector device Cmay be not only exposed to heat from the engine 15, but also exposed to,for example, water splashed from below, or high pressure water duringe.g. high-pressure vehicle washing.

However, the connector portion 116 of the connector device C isfavorably provided with heat resistance and water resistance by theprotective member 112, and therefore even in such an environment, theconnector portion 116 of the harness 111 and the like can besufficiently protected against water and heat from the engine 15. Also,the protective member 112 and the fixing member 113 have heatresistance, and therefore it is possible to avoid degradation of theprotective member 112 and the fixing member 113 due to heat from theengine 15.

Other Embodiments

Hereinafter, other embodiments of the present invention will bedescribed. The above embodiment and the following embodiment as will bedescribed below can be appropriately combined as long as nocontradiction arises. Note that the scope of the present inventionshould not be limited by the content(s) of any one of these embodiments.

(1) Although the speed change lever 22 is illustrated as an example of a“control lever” in the above embodiment, the “control lever” is notlimited thereto. For example, another “control lever” such as anaccelerator lever or a tilt lever may be employed also.

(2) In the above embodiment, the “one side in the vehicle bodyright/left direction” corresponds to the left side of the vehicle; andthe “other side in the vehicle body right/left direction” corresponds tothe right side of the vehicle, but there is no limitation to this. Forexample, the “one side in the vehicle body right/left direction” maycorrespond to the right side of the vehicle; and the “other side in thevehicle body right/left direction” corresponds to the left side of thevehicle. In other words, a structure that is inverted in the right/leftdirection from the above embodiment is possible.

(3) The front wheels 11 are illustrated as the “wheels” that are steeredin the above embodiment, but there is no limitation to this. Insteadthereof, the “wheels” that are steered may be the rear wheels 12.

(4) The link mechanism 55 is arranged so as to pass through the spacebetween the rotation shaft 72 and the frame body 52 in the aboveembodiment, but there is no limitation to this. Instead thereof, thelink mechanism 55 may pass through the space behind the rotation shaft72, for example.

(5) The second link member 62 is provided with the assist device 56 inthe above embodiment, but there is no limitation to this. For example,the first link member 61, the third link member 63 or the rack andpinion mechanism 66 may be provided with the assist device 56, insteadof the second link member 62.

(6) The link mechanism 55 is provided with the first link member 61, thesecond link member 62 and the third link member 63 in the aboveembodiment, but there is no limitation to this. For example, the numberof link members that constitute the link mechanism 55 may be two, orfour or more.

(7) Besides the multipurpose vehicle illustrated in the aboveembodiment, the present invention is also applicable to various types ofvehicles such as a tractor, a combine-harvester, a rice planter, or aconstruction machine.

(8) Although the abutting portion 119 is formed by bending and folding aportion of the protective member 112 on the sheath member 114 side inthe above embodiment, there is no limitation to this. For example,another abutting portion may be formed by providing a cutout or a slitat a portion of the protective member 112 on the sheath member 114 side,and then causing end portions of the cutout or slit to abut against eachother.

(9) The water temperature sensor 139 is illustrated as an example of thetarget device 117 to which the connector device C is applied in theabove embodiment, but there is no limitation to this. For example, thetarget device 117 may be another device that is arranged in the vicinityof the engine 15, such as an ignition device, an injector device, arotation sensor that measures the rotation speed of the engine 15, etc.

(10) The target device 117 to which the connector device C is applied isa device arranged in the vicinity of the engine 15 in the aboveembodiment, but there is no limitation to this. For example, the targetdevice 117 may be any one of various devices that are arranged distantfrom the engine 15, including a control device such as an ECU, a keyswitch device, a cigar socket device, a meter panel, a directionindicator (blinker indicator), a buzzer device, etc.

(11) Although the connector device C is provided in the multipurposevehicle V, which is one example of a work vehicle, in the aboveembodiment, there is no limitation to this. For example, the connectordevice C may be provided in another work vehicle such as a tractor, amowing machine, a combine-harvester, etc.

What is claimed is:
 1. A connector device comprising: a harness, theharness having an electrical wire portion mostly covered with a sheathmember, and a connector portion formed at a tip end of a portion of theelectrical wire portion that is not covered with the sheath member; aprotective member that covers an outer peripheral side of the connectorportion, and has heat resistance and flexibility; an abutting portion inwhich portions of the protective member on a sheath member side arecaused to abut against each other while forming a shortcut; and a fixingmember that fixes the abutting portion to the sheath member.
 2. Theconnector device according to claim 1, wherein the abutting portion isformed by folding a portion of the protective member on the sheathmember side.
 3. The connector device according to claim 1, wherein theprotective member is constituted by a cylindrical member.
 4. Theconnector device according to claim 1, wherein the fixing member isconstituted by adhesive tape that has heat resistance and flexibility.5. A work vehicle comprising: an engine; and a connector device providedat a location in a vicinity of the engine, the connector deviceincluding: a harness, the harness having an electrical wire portionmostly covered with a sheath member, and a connector portion formed at atip end of a portion of the electrical wire portion that is not coveredwith the sheath member, a protective member that covers an outerperipheral side of the connector portion, and has heat resistance andflexibility, an abutting portion in which portions of the protectivemember on a sheath member side are caused to abut against each otherwhile forming a shortcut, and a fixing member that fixes the abuttingportion to the sheath member.
 6. The vehicle according to claim 5,wherein the abutting portion is formed by folding a portion of theprotective member on the sheath member side.
 7. The vehicle according toclaim 5, wherein the protective member is constituted by a cylindricalmember.
 8. The vehicle according to claim 5, wherein the fixing memberis constituted by adhesive tape that has heat resistance andflexibility.